Today is European Day Without A Road Death, or EDWARD for short. Well, it isn’t really. By the end of today, 21 September 2017, the lives of 70 people will have been lost in traffic crashes, as every day in the European Union.

And Europe is doing well in comparison. Of the almost 1.25 million annual road deaths worldwide, 90% occur in the poorer countries of Africa, Asia and South America. Even in countries that have been highly successful in improving road safety in the past, such as Sweden, the number of traffic fatalities has been rising again recently. In 2015, the 31 member countries of the International Road Traffic and Accident Database (IRTAD) for which data are consistently availableregistered a 3.3% increase in road fatalities compared to 2014, and 2016 figures again show an upward trend for 14 of these.

What can we do as individuals to help turn the tide on road deaths? EDWARD provides an important reminder that being a lifesaver is actually not that difficult. So here are three simple things that you can do to protect yourself and others in traffic – one each for cyclists, one for motorists, and one for mayors.

Giv’em a sign!

The group that experts call “vulnerable road users” is at particular risk on the road. The share of elderly (65+ years) among road fatalities, for instance, outstrips their share of the population by as much as 2:1. Also vulnerable are cyclists, which are a fast growing group of road users as cities try to encourage sustainable forms of transport.

Unlike pedestrians, who are somewhat protected by urban space dedicated to their use (a.k.a. sidewalks), cyclists are usually forced to cohabit with cars. Invariably, crashes between these two unequal parties happen, and, equally invariably, they end with injuries or worse for cyclists while the car barely shows a scratch.

“Wear a helmet”, is one often-heard counsel. Head injuries from cycling crashes are common, usually severe and often deadly, and to reduce your individual risk of severe injury in case you bang into something, there is nothing better than wearing a helmet. On the other hand there’s the problem of compensation (riders taking extra risks and cars being more aggressive as both factor in the protection). There is a huge, emotional debate around helmets that sometimes obscures a simple truth: They are great for preventing the worst when something bad happens, but do nothing for preventing something bad to occur in the first place.

Signalling a left turn, alternate signals for a right turn, and indicating the intention to stop (Illustration: Shutterstock)

For active safety, therefore, try something truly simple, no matter what your position on helmets is: When you take a turn, make a sign. I started indicating with my stretched-out arm a year ago, after I caught myself cursing at a car that had put me in a tight spot by not indicating, and then realised I was being a little hypocritical. Since, I have made signaling my moves a cycling habit, and the enhanced sense of safety I have felt when biking through the sometimes mad traffic of Paris has been reassuring and a refreshing exprience.

Predictability really is the best friend of safety. Simply doing things in a way that enables others to anticipate your behaviour empowers them to adjust their own ways and avoid dangerous situations based on misreading each other. I’ve heard others say that indicating turns can create dangerous situations because the cyclist has less control when riding with just one hand on the bar. I found the opposite to be as true – one hand off the handle forces you to slow down, and it becomes impossible to weave through traffic, one of the more dangerous cycling practices.

Reach out the Dutch way

Anyone who has watched this video will appreciate why cyclists live in mortal fear of car doors. It’s an almost daily experience for anyone who rides a bicycle through a city: a driver or passenger opens the car door without checking whether anyone is approaching from behind. At the very least, the cyclist will be forced to veer into traffic and risk being hit; in the worst case, with no time to react they will slam into the door like into a knife. In June, the case of a Saudi diplomat made headlines when he killed a 55-year old cyclist in Berlin with the door of his Porsche. Statistics are rare, but the UK for instance experienced 1.3 “dooring” incidents on average every single day of 2015.

So what can you do as a motorist to avoid knocking down someone else with your door? Open it using the “Dutch Reach”. This way of opening car doors has been practiced in the Netherlands for half a century. In fact it is part of training when you get your driver’s licence there. How does it work? Simply grab the door handle with the far hand, not with the one on the side of the door. This forces your body to swivel towards the door and your field of vision will automatically include the rear view mirror as well a the area besides and immediately behind your car. It’s a simple routine that requires minimal change of behaviour but can prevent human tragedies on our streets. (The video above explains how it works).

Degrees of separation

Many cities are investing heavily into more cycling paths and infrastructure that will encourage urbanites to walk and cycle. The “active modes” of transport help citizens stay healthy, reduce pollution, unclog the streets and generally make cities more attractive, inclusive, livable. Yet the urban road system was never designed for mixing well-protected, heavy and high-velocity vehicles with unprotected, lightweight and slower bicycles. It follows logically that they are best separated to avoid conflict, as is the case with cars and pedestrians.

Cycle lane in London (Photo: Ron Enslin/Flickr cc by)

Yet there are very different ways to do this. Some options can be rolled out quickly and are inexpensive, but ultimately provide only a semblance of separation and thus safety. It’s a step in the right direction to paint a blue or red or green strip with a white bicycle icon along the kerbside of a street. But that won’t keep a car or van or truck from veering onto the bicycle lane whenever the driver chooses (or is forced to). Some cities learned the hard way what the cost of expanding the cycling network in a rush can be. In London, no less than six cyclists killed in crashes in a space of two weeks in November 2013.

Instead of spending money on paint, mayors might invest in stone and cement, and install physical separators between car and bike lanes. People who have never cycled before will not take to the bicycle unless they feel safe from cars. Bright colours alone will not give them that feeling, a physical barrier between them cars will. When I cycle to work, I use a route that is slightly longer, simply because it has a segregated bicycle lane with a 20 centimetre high concrete barrier – that’s all it needs. At ITF we will be holding a Roundtable to discuss just what works best in January, in the context of Safer City Streets, a global network of cities that work together on improving urban road safety – stay tuned for details.

A day without a road death in Europe is still some way off. But an encouraging number of European cities have actually achieved the remarkable feat of having not a single road death in a whole year or even longer. There must be something these communities are doing right. It may not necessarily have been a high-profile, high-cost road safety initiative, but perhaps a mixture of little common sense things consistently applied. So let’s not stop taking the small steps that will get us there eventually. Whether you cycle, drive a car, run a city, all three, or nothing of those: think about what you can do to help overcome the scourge of road deaths – every day, not just on EDWARD.

Hans Michael Kloth cycles to work and occasionally drives a car on week-ends. He is Head of Communications of the the International Transport Forum.

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Trials of automated taxis and buses are becoming a common sight in our cities. At the same time, driverless trucks are already moving containers and minerals around many mines and ports, sometimes without any human intervention at all. And although less visible, trucks might well be the first to cross the threshold of fully driverless operations on our public roads.

There are reasons for enthusiasm and for skepticism about predictions of driverless vehicles being allowed on our roads in the near term. Legal issues are numerous and contentious, the most obvious one being who will be to blame for a crash. Technical issues are also mind-blowing. How can computers armed with sensors match – and eventually exceed – the incredible processing power and intuition of the human brain?

Amazing progress has been made on technical challenges in recent years. Advances in computing power, software and sensor technology have meant that in the space of just four years, computers have gone from dunce to top of the class in their ability to recognise objects and human faces. The same systems that can recognise over 96% of all images of physical objects are now being trained to recognise and respond rapidly to a huge array of real-world situations on our roads.

Fierce competition between incumbent vehicle manufacturers and new entrants seeking to disrupt the market for mobility is spurring large investments in research and development of driverless technologies. A large part of the EUR 44.7 billion that the automotive industry invests into R&D every year is dedicated to connected and automated driving.

On-road tests with prototype driverless trucks are already being carried out. Last year a start-up in the US working on autonomous trucks claimed the first commercial delivery (of beer cans) undertaken with a highly automated truck; the on-board systems handled all of the motorway sections of the journey without the driver monitoring operations. And European vehicle manufacturers worked together with governments to demonstrate the technical and legal feasibility of coordinating trucks from different origins to form automatically connected convoys of pairs and trios of trucks to travel together on a joint final leg of their journey to Rotterdam. Such technology would allow “platoons” of trucks to travel with only one person in the lead truck to be actively driving.

Huge cost advantages

Appetite among operators for the driverless technology is likely to be strong once it becomes available. The International Transport Forum (ITF) estimates that on long-distance routes driverless trucks could be operated with a cost advantage of 30% or more compared to conventional manned trucks. Drivers represent the biggest chunk of operational costs. Drivers are also a constraint on using trucks around the clock – they do need breaks to rest, after all. Making humans in the cabin superfluous means trucks could operate day and night without having to stop, except for refuelling.

The impacts that this transformation would have on driver jobs and livelihoods is not often discussed in policy and technical circles, however. Perhaps the threat of displacement for drivers is given less attention because the implicit assumption is that former drivers will quickly find alternative employment in growth sectors, such as personal services. While this possibility should not be dismissed out of hand, the stakes for drivers and for society at large are sufficiently high for us at ITF to decide that the labour impacts of driverless trucks were worth exploring in detail.

For this report, we teamed up with three leading transport-sector organisations – representing truck manufacturers, road freight operators and transport unions – to consider whether driverless road freight transport might be developed, allowed and adopted over the next two decades. In particular we wanted to understand what could be done to manage the labour impacts of the adoption of driverless trucks.

Redundant drivers

There are currently nearly 6 million professional heavy truck drivers employed across the US and Europe, according to ITF estimates. At the current pay and conditions, hauliers struggle to attract enough qualified drivers. Projections tell us that without driverless trucks, around 6.4 million truck drivers will be needed across Europe and the US by 2030, yet fewer than 5.6 million will be available. Many of today’s drivers are nearing retirement age, and women and young people have not been taking up trucking. If these trends continue, driver shortages are expected to get worse – in Europe especially.

Driverless trucks could be used to gradually replace retiring drivers. However, the adoption of driverless trucks is likely to reduce demand for drivers at a faster rate than a supply shortage would emerge: Of the projected 6.4 million driver jobs in 2030, between 3.4 and 4.4 million would become redundant if driverless trucks are deployed quickly. Even accounting for prospective truck drivers being progressively dissuaded by the advent of driverless technology, over 2 million drivers across the US and Europe could be directly displaced by 2030 in some of the scenarios examined.

For businesses and displaced workers alike, large-scale and rapid adoption would be highly disruptive for future plans. The trucking industry is faced with the dilemma of trying to encourage people into driving roles right now, yet doing so would add to the ranks of people who need to be transitioned to new jobs when driverless technology is adopted. And for drivers or would-be drivers, the future roles in trucking may be more interesting, yet there may well be fewer of these jobs.

Disruptive automation

For today’s truck drivers the risks from driverless technology are profound. At a minimum, they may need to learn new skills to adapt to a new working environment in the truck cabin. Or they may lose their job altogether. While truck drivers are typically flexible, self-reliant and able to concentrate for long periods, they tend to be older and with less formal education. So finding and re-training for alternative jobs may not be straightforward, particularly as displaced drivers could face competition for jobs from workers being displaced from jobs in other sectors – after all, trucking will not be the only sector changed by automation.

Alternative job opportunities for displaced truck drivers will be created both in the trucking industry and beyond. However, whether a high-automation economy will generate enough employment and whether these jobs are suitable for displaced truck drivers, are both open questions.

These challenges partly stem from the uncertainty around the timing and extent of the labour market impacts from driverless trucks. Yet uncertainty does not mean we should stand back and let it happen. There are options for giving some control to the people affected. The ITF study proposed consideration of a permit scheme that would allow trucks to operate without driver only if in possession of an electronic certificate issued by the relevant authority (assuming a safety approval process had been developed and passed by the vehicle). The governments could sell such permits to road freight operators at auctions. The proceeds from the permit sales could be used to fund transition arrangements for displaced drivers, such as retraining programmes or, if need be, income replacement payments.

Managing the transition

The number of government permits issued each year could be set in consultation with an advisory board. This “labour transition board” should be temporary and include representatives from labour unions, road freight businesses, vehicle manufacturers and government. It would support the government in choosing the right policy mix to ensure that costs, benefits and risks from automated road haulage are fairly distributed.

The board could take account of various factors to ensure its recommendations maximise the potential benefits for society from driverless road freight. Balancing costs and benefits will require evidence on the evolving demand for driverless operation and developments in the labour market. If demand for the permits was high, permits would attract high prices (or be sold in large volumes), giving strong revenues for active labour market programs that year; more displaced drivers could be supported, suggesting the release of more permits could be a welfare-improving change the following year. Under this arrangement, policy makers would be specifically empowered and informed to make the trade-off.

The challenge of inequality

The approach proposed from the ITF and its partners should be seen as a risk management strategy in the face of an uncertain uptake of driverless technology. It is possible that the transition to automation in the trucking sector and elsewhere will proceed slowly and in an orderly fashion, with market forces smoothly directing unemployed drivers into new opportunities elsewhere. In such a scenario, the government’s intervention in transition would be largely unnecessary. In practice, the measures could be quickly withdrawn by issuing large numbers of permits or removing the need for permits altogether.

However, the rapid and unprecedented accumulation of computing power suggests that we may well reach a point where human labour is increasingly superseded. In such a scenario, the labour transition arrangements may well prove crucial in keeping humans in charge of their own futures before a strong set of vested interests are formed. Embedding this control into the fabric of the transition could make the adoption less risky from a social welfare perspective and more feasible from a political economy perspective. Transition arrangements for truck drivers may also help policy makers understand how to best respond to the broader challenges of inequality and underemployment that are proving difficult to tackle with existing policy settings.

A transport journey is very often the first step to participating in economic and social activities – from jobs to schools to hospitals. So if we are no promote full participation and inclusion of all citizens, including those with mobility impairments and disabilities, it is imperative to provide accessible transport options for the largest possible share of the population.

Accessible transportation should be at the forefront not only of mobility policies, but also of urban development at large. An urban approach to greater accessibility should integrate transport planning for all at the early stages of design.

Therefore, a key question is: how can we ensure that decision makers (at the local and national level) invest adequate and targeted sums of money to achieve these goals? Likewise, how can we better promote legislation about the rights of passengers and the duties of transport providers so that accessibility for all is maximised?

Filling the gap

This is the challenge that we, at the International Transport Forum, have laid out for discussion with our member countries and partner organisations. And being a think-tank with a focus on economic policies, we have identified one crucial factor that represents a barrier to investment and more far-reaching regulations – namely, the lack of a common approach to identify and value (including in monetary terms) the economic benefits of accessible transport.

A year ago, we gathered world experts and campaigners in Paris so as to work together towards a clear objective: filling the gap in the theory and practice of accessibility benefits. We produced this report which today stands as a unique compendium of good practice in this field.

We do not wish for our focus on economic benefits to be seen as alternative to the rights-based approaches that the United Nations have successfully rolled out globally, and that numerous governments including those in this room today implement with determination across the world. Rather, our work aims to complement these efforts.

A win-win situation

Our conclusion is that without a clear and robust framework to value the benefits of greater accessibility, these improvements will fail to become a priority – especially when other types of investment (such as to reduced congestion and improved safety) display a large benefits-tag, but accessible transport does not.

Most importantly, assessing the socio-economic benefits of accessibility shows decision-makers a clear win-win situation: investment in accessible transport is beneficial to a large section of the population, and not just to those who are mobility-impaired at the time of planned investment.

Let’s focus on these two key findings – that designing transport systems for those that are less mobile is actually good for everyone, and; that if we do not demonstrate value, accessibility investment will be not be a priority.

More than marginal

First, how do we show that greater transport accessibility is good for all passengers? We need to identify the main beneficiaries. Moving away from a narrower focus on current passengers with some disability, we find that those who benefit also include passengers that are temporarily encumbered in their movements – such as parents with small children, travellers with heavy luggage, pregnant and injured people.

Recent research in the UK and in France gives us an indicative magnitude of this exercise. Studies for the Access for All programme in Britain show that only 1% of passengers at railway stations define themselves as disabled, but more than 5% fall in the “temporarily encumbered” category. Detailed surveys in the Paris metropolitan area confirm that beneficiaries go beyond the less mobile passengers, and include 7% of the population travelling with temporary limitations. For all these travellers, low-floor buses, lifts to stations and simpler pedestrian crossings are of great importance.

An even wider focus on beneficiaries should take into account those who are currently not using transport systems because they are inaccessible to them. For these citizens, better transport accessibility does not mean a “marginally better” journey. It means an entirely transformational impact, providing freedom to access opportunities and services that would have otherwise been precluded. And the number of future beneficiaries is only going to grow in ageing societies.

Capturing the benefits

Secondly, how do we demonstrate the economic value of such investment? We need to adapt and further develop existing economic approaches. Transport practitioners already use those robust approaches in the assessment of economic impacts, and their application to accessible transport is absolutely possible.

Our report is there to help anyone identify and capture these benefits, which include welfare benefits, reduced health and social care costs, and broader economic impacts such as increased participation to economic activities. We also need to add new benefits to the list, including social benefits like reduced stress levels and lower fear of isolation; and private sector benefits such as increased patronage for transport providers.

The rare examples of economic valuations undertaken to date demonstrate that the magnitude of potential benefits from improved transport accessibility is often large enough to offset the higher costs. We see this in Britain where the government found a positive business case for investing in accessible railway stations; and in Norway where the National Transport Institute showed that the benefits of making universally accessible bus stops outweigh the costs. In France, a start-up called Wheeliz is the first peer-to-peer rental website specialising in disability adapted cars for wheelchair users – its growth across Europe is backed by investors.

Whenever you have the chance to do so, outline the socio-economic benefits that accessible transport can unlock. Let’s make this argument to attract more and better investment. Let’s work together towards more accessible and more inclusive cities for all.

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The transport sector is changing at breakneck speed. By 2030, global passenger traffic is set to rise by 50%, and freight volume by 70%. By 2050, we will have twice as many vehicles on the road, with most of the increase coming from emerging markets, where steady economic expansion is creating new lifestyle expectations and mobility aspirations. Mega-projects like China’s One Belt, One Road could connect more than half of the world’s population, and roughly a quarter of the goods that move around the globe by land and sea.

These transformations create a unique opportunity to improve the lives and livelihoods of billions of people by facilitating access to jobs, markets, and essential services such as healthcare or education. But the growth of the transport sector could also come at the cost of higher fossil fuel use and greenhouse gas emissions, increasing air and noise pollution, a growing number of road fatalities, and worsening inequities in access.

While the case for sustainable mobility is evident, the sector still lacks coherence and clear objectives. There is a way forward, but it requires pro-active cooperation between all stakeholders. That’s what motivated the creation of Sustainable Mobility for All (SuM4All), a partnership between a wide range of global actors determined to speak with one voice and steer mobility in the right direction.

SuM4All partners include Multilateral Development Banks, United Nations Agencies, bilateral organizations, non-governmental organizations, civil society organizations, and is open to other important entities such as national governments and private companies. Together, these organizations can pool their capacity and experience to orient policy making, turn ideas into action, and mobilize financing.

Everyone around one table

There are three fundamental premises that guide the work of the Sum4All initiative. First, we need to get everyone around the same table. So far, global mobility has been managed by a multitude of actors—UN agencies, multilateral development banks, the manufacturing industry, civil society— who have all been working independently. In the absence of coherent governance, the sector has failed to bring action and financing to scale in order to transform itself. Better cohesion, however, is possible. The energy sector embarked on this journey in 2010 with great results. There is no reason why transport should not be able to do the same.

To be successful, we also have to set some clear goals. Despite its critical role in economic and social development, transport is the only major sector that didn’t manage to get its own Sustainable Development Goal (SDG). This is not good news, and will make it harder to get the global attention and financing needed to move the needle on sustainable mobility over the next 15 years. For the past six months, SuM4All partners have been working to fill the gap and agree on a set of global objectives for the sector, in line with recent international agreements like Habitat III, the Paris Agreement, and the SDGs. Specifically, the four priority goals identified by SuM4All are equitable access, safety, efficiency, and climate-responsiveness.

Taking it to the summit

Last but not least: Technology is changing our world. Let’s make the most of it! Technological innovation will go a long way in helping countries transition to more sustainable mobility. Advances in electric or autonomous vehicles promise to make transport greener, safer, and more efficient. Likewise, digital innovations such as ride sharing platforms, e-commerce, and telecommuting can significantly reduce demand and avoid unnecessary trips.

As transport ministers from around the world gather in Leipzig this week for their 2017 Summit to discuss “Governance of Transport” , we look forward to identifying influential policy makers who can join this global movement and champion the cause of sustainable mobility, not just in their own countries but around the world.

Nancy Vandycke leads the World Bank’s group of transport economists and spearheads the new global initiative on transport, Sustainable Mobility for All. She oversees strategic and analytical engagement on transport, including the climate action effort (with the United Nations), the Impact Evaluation program (with the World Bank’s Research Department), The Global Tracking Framework and the Knowledge Note series (Connections).

Jochen Eickholt, the CEO of Siemens Mobility, talks about electric highways and bus networks and creating cities full of sensors that link up cars with their surroundings.

One of your projects at Siemens is electrifying motorways, so electric trucks can be used for long-distance freight, without even requiring batteries. Why are you convinced that the “eHighway”, as you call it, is the future of road freight?

Transport remains the last sector where fossil fuel dependency has not been substantially mitigated, making it a leading source of greenhouse gas emissions. Electric mobility offers a variety of benefits here, including improved local air quality, fuel diversification into renewable sources to reduce dependency on fossil fuels, and increased energy efficiency to lower operating costs. The eHighway combines resource-efficient railway technology with the flexibility of road transport.

How does this work in practice?

The adapted hybrid trucks are supplied with electricity from overhead contact lines. An active pantograph can automatically connect and disconnect with the contact line at speeds up to 90 km/h. The direct transmission of electric energy ensures an outstanding efficiency of 80 to 85 per cent from substation in-feed to the wheel. This is twice as high as that of conventional diesel engines. The eHighway also makes it possible to recover braking energy and store it on-board. It can also feed other trucks operating on the system or even feed the electricity back into the public grid. These energy savings translate into even higher system efficiency, lower emissions, and lower energy consumption. High efficiency is the backbone of future road freight transport as well as decarbonisation.

Talking about electric mobility, would you agree that it will play a vital role in reducing greenhouse gas emissions of passenger transport?

The future of transport is electric, whether by rail or by road. For metros, light rail and high-speed trains electrification has been established for many years as a way to ensure highest energy efficiency while minimizing local emissions. With the ongoing electrification of railroads all over the world, rail traffic has become increasingly emission free. According to a recent study by the International Railway Union (UIC), rail is the most emissions-efficient major transport mode. Electric trains powered by renewable energy can offer practically carbon-free journeys and transport.

In cities, eBuses will play a role similar to the one I just described for the eHighway and hybrid-driven trucks. They offer the same advantages -energy efficiency, local zero emissions and, thanks to modern control systems, an improved travel experience for passengers. This is why they are in a good position to help satisfy the increasing demand for sustainable transport solutions in cities at a time when growing transport volumes and limited expansion possibilities for transport routes pose ever more serious problems.

What kind of innovations do engineers have in store to make electrified public transport a regular sight?

It is possible for instance to equip buses with a flexible Offboard High Power Charger, which adds considerable flexibility to eBus services. The buses need to stop at the charging station only for a few minutes. The system is ideal for high-frequency operations, since the charging infrastructure can be used by several buses per hour. It would even work if the vehicles were produced by different manufacturers. This is no scenario for the distant future; in fact the system’s practical feasibility in daily operation is already being demonstrated – for instance in Vienna, Gothenburg or Hamburg.

Offboard High Power Charger in Hamburg (Photo: Siemens)

Everyone is talking about self-driving vehicles. What is your take on autonomous driving?

The next step in the evolution of green, safe and efficient public transport on roads will be self-driving shuttle buses. At present there are several pilot projects under way, in areas such as university campuses and still operating with a driver as a back-up. Over the long run, electric-powered self-driving cars will be the new norm for individual and shared traffic in our cities. They are safe, emission-free and silent. But there is still a long way to go – infrastructures are not ready for that phase yet.

What needs to happen in terms of infrastructure?

Today, self-driving cars run well only under certain conditions,- in a controlled environment and when the weather is right. The sensors fail when it rains or snows; and they also fail when the sun is too bright. And even though they already are quite powerful, sensors can’t see around the corner or through an object that is blocking the sensors sight. Today, the human driver serves as a “redundancy system” that makes up for these defects. But without someone at the wheel, the self-driving car would have only one option: to switch to safe mode in uncertain situations. This is not acceptable, because it means having to reduce speed radically or even stopping. Neither alternative is compatible with traffic regulations and the requirement not to hinder the flow of traffic. And, even worse, passengers wouldn’t accept driving in a slow and stuttering vehicle.

Overcoming these restrictions first of all needs a different perspective. We need to move from a car-centered approach to a systemic approach. There have to be sensors not only in the cars, but on the road as well to monitor and process what’s going on there – and communicate what they see to the cars. Similarly, cars need to communicate with one another and with the infrastructure around them. The combination of complementary roadside sensor networks, a reliable real-time communication network such as 5G, and autonomous electric-powered cars will form a systemic transport net for future cities. But without the appropriate infrastructure, such a vision will remain science fiction.

Michael Cramer of the European Parliament’s Committee on Transport talks about the imbalance between transport modes and the lessons from “Dieselgate”.

A lot of innovation is happening in transport right now – headlines about self-driving cars and electric vehicles abound. Are we finally on the path towards sustainable mobility?

Cramer: Billions are still invested in forms of mobility that ruin our climate. And it’s still all about cars. Without reinventing mobility we will not be able to stop climate change. A veteran German politician, former Munich mayor Hans-Jochen Vogel, said it well as early as 1972: “Cars are murdering our cities. Those who sow streets will harvest traffic”. Even if one day all cars will be electric, they will still be murdering our cities. When all cars are self-driving, they will still be murdering our cities. We must reduce emissions, sure. But it’s not only about energy efficiency, we must also reinvent mobility as a whole. 90% of car rides in German cities are shorter than 6 kilometers. These are ideal distances to go by tram, bus, bicycle or to walk. Electric cars are being subsidized with billions of Euros – indiscriminately, regardless of the real effect. By comparison, peanuts are given to support the use of electric bicycles or of cargo bikes, where they could have a real impact – cargo bikes could take over half of inner-city deliveries. Neither is there enough investment into the electrification of rail. The interests of car manufacturing are still dominating policy decisions.

But all car companies are busy rethinking their business models. Most are taking a broader view and branch out into areas like Mobility as a Service. Is your description not outdated?

The car industry must change much faster if it really wants to avoid the fate of the large energy utilities. Those ridiculed renewable energies for decades and now find themselves rather wrong-footed. Edzard Reuter, who was boss of Daimler-Benz from 1987 to 1995, warned thirty years ago that car manufacturers would only survive if by evolving into providers of mobility. In those days, Daimler-Benz not only built cars but

also trucks, busses, trams, light rail trains, high-speed trains and even bicycles. His successor sold all those activities. Today, automotive companies are completely dependent on car sales, while they could have profited from the global boom in trams and light rail, for instance. I don’t see much innovation coming from big players who can hardly budge; it will be small and agile companies that plant the seeds of change.

What about the institutions that set the rules under which innovations either thrive or fail – do governments and regulatory agencies also need to become a little more agile?

Let me be a little cynical: No, they really don’t need additional agility. They need to discover what it means to be agile in the first place. One way of becoming more flexible, reactive and creative is to listen less to lobbyists. Take the “Dieselgate” scandal. We Green members of the European Parliament had to go to enormous lengths to get an inquiry going into the tempering with emissions tests. This inquiry has found EU member states and the European Commission guilty of negligence. The committee of inquiry proposed to set up an independent body with responsibility for controlling vehicle emissions. The Parliament’s transport committee, which I shared at the time, voted for this proposal as well. But it was subsequently killed in the parliament by organised interests who lobbied deputies with the spectre of job losses in their region.

It is hard to stomach that Diesel is still subsidised in many countries, despite being much more harmful in terms of NOx, NO2 and particular matter than standard petrol. Half a million people die as a result of particular matter, NOx and NO2 emissions every year in the European Union. Imagine our drinking water would be polluted like that – there would be immediate action. Not for the air we breathe. Europe’s political institutions – the Council, the Commission, and the European Parliament – must work harder. If after this criminal fraud we can’t abolish subsidies for Diesel, we shouldn’t even be using the word “sustainability”.

Ultimately, are you an optimist or a skeptic regarding the future of human mobility?

A bit of both. We have all the opportunities in the world. When I started out in politics, I was treated as a freak because I advocated cycling as a mode of transport. But it is now a reality. In Copenhagen more than 50% of all inhabitants cycle to work. In Berlin, the number of cyclists has doubled over the past ten years, and without major policy interventions. People will do what is right, and that is my hope.

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Laurent Troger, president of Bombardier Transportation, talks about how digitialisation impacts rail, the rise of the mobile economy and why he sees a bright future for rail travel.

Digitalisation is revolutionising everything. How is it changing rail transport?

I see digitalisation as a major accelerator, reinforcing the role of rail as a backbone of mobility in the 21st century and beyond. Societies around the globe are facing pressing challenges today: urbanisation, climate change and inclusiveness only to name a few. I believe rail is the answer to these challenges and digitalisation will significantly accelerate the pace of change. Only by embracing the accelerating process of digitalisation can we deal with the challenges of mass mobility, prevent traffic collapses, reduce pollution, improve safety and meet the demand of modern passengers by enhancing their travel experience.

And how does that play out in your company?

The way we approach digitalisation at Bombardier is to cover the complete value chain, making our production processes more efficient, improving asset management and increasing the safety and capacity of our transport systems through automation and predictive maintenance. At the same time, we will use new digital technologies to ease the passengers’ A to Z journey and focus on passenger comfort, reliability, availability and connectivity. There is a lot of untapped potential in the rail industry, just waiting to be unleashed.

Other modes are also reinventing themselves. Once self-driving cars and trucks become widespread, will that not undermine the business case for rail?

Lifestyles have changed, people are moving with different and changing patterns every day, optimized through modern technology. Mobile economy is the buzzword: it means working at home, working at different offices, in different places. In response to this trend, transport plans need to manage the fluctuating demand for services and increase flexibility. Passengers will have more options to choose from and will choose the best

Automated People Mover in Beijing (Photo: Bombardier)

alternative depending on their specific needs. They need to be able to count on reliable services. And at the end of the day, the travel experience will be a decisive factor. Passengers value reliability, punctuality and connectivity. Ultimately, I believe that rail transport is, and will remain, an essential driver of the mobility ecosystem. Rail is green, safe, reliable and cost-efficient. And we will continue to innovate in order to improve the travel experience of our passengers by offering additional services, while other modes – such as Uber, or car- or bicycle sharing –make it easier for passengers get to and from the station.

Innovation cycles are getting shorter and shorter, but rail infrastructure is expensive and not built in a day. Will that not give other modes a competitive edge over rail?

You’re touching on a very valid point indeed. In our industry, innovation cycles have been painfully slow if you compare them to the start-up scene. However, the fact is that there are thousands of innovators around the globe who share our passion for developing smart and sustainable mobility solutions. They have lean, agile approaches and a fantastic entrepreneurial mind-set. I see this as an opportunity, rather than a threat. Why compete, when we can join forces? We see many new digital business models emerging in rail – and mobility in general. At Bombardier, we are closely following these trends and accelerating our digitalisation initiatives.

Why should investors bet money on the future of rail?

The world population is set to grow, and will increasingly be living in cities. Today, around 54 per cent of the world’s population lives in cities. By 2050, 66 per cent of the world population will live in urbanised areas and by the end of the 21st century, more

ICE 3 high-speed train in Germany (Photo: Bombardier)

than 80 per cent of the world’s population will be urban. I am sure you’ve heard these figures before. They are both cause and effect of economic growth. They indicate that there will be hundreds of millions of increasingly well-off, educated people going to work, taking their children to school, visiting each other and going on holidays. One common theme for all of these cities worldwide is the challenge to organise and manage the constant flow of people and goods. So the market potential is huge. If you add the fact that economic activity worldwide is projected to pick up pace in 2017 and 2018, especially in emerging markets and developing economies, the global outlook for rail is very positive.

Until the next economic downturn?

On top of that, this market is very resilient. As you probably remember, in 2008, at the peak of the crisis, our industry faced no significant downturn. Why? Because most of the politicians on the planet realized that investing into infrastructure projects, and in particular into public transport, is good for their economy. Unlike the airline industry, we in rail have always had steady growth in front of us and that also holds true going forward.

Laurent Troger is the President of Bombardier Transportation, one of the world’s leading manufacturers of planes and trains. Based in Montréal, Canada, Bombardier employs 66 000 people worldwide. Its rail division builds everything from sleek high-speed bullet trains to public transit rolling stock. On 31 May, Laurent Troger will join a debate on “The governance of transport in a digital economy” with, inter alia, China’s minister of Transport Xiapeng Li, OECD-Secretary General Angel Gurría and Siemens Mobility CEO Jochen Eickholt at the ITF 2017 Summit on “Governance of Transport”.